JP7306132B2 - Vehicle driving support system - Google Patents

Description

The present invention relates to a vehicle driving assistance system.

For example, in a scene where a branch road intersects with a main road, such as a T-junction, when a vehicle stopped on the branch road joins the rear side lane of the main road, the front side lane of the main road is congested. Sometimes. In such a case, a vehicle in the front lane of the arterial road may create a blind spot in the rear lane due to traffic congestion.

In such a situation, even if the vehicles running in the front lane of the main road are kind enough to slow down or stop, the vehicles stopped on the feeder road are located in the blind spots in the back lane of the main road. They may hesitate and miss the opportunity to enter the back lane because they cannot sufficiently see the vehicles on the other side of the road.

JP 2017-120473 A

Patent Literature 1 discloses a technique for providing information on a vehicle positioned in a blind spot when turning right at an intersection. In other words, when outputting traffic congestion information when turning right at an intersection, an in-vehicle radar mounted on a vehicle adds information indicating an unstable detected object when the received radio wave is unstable. The driving support determination unit calculates the blind spot area that is shadowed by the oncoming vehicle, detects the vehicle located in the blind spot from among the unstable detected objects as an oncoming vehicle candidate, and calculates the predicted route for the detected oncoming vehicle candidate. Calculation is performed to determine the possibility of collision with an oncoming vehicle candidate when the vehicle turns right.

However, it is unclear how to detect an oncoming vehicle candidate located in a blind spot area. In other words, it is possible to detect an oncoming vehicle candidate located in a blind spot area with radar, but in the case of in-vehicle radar, the blind spot area and the radar detection area are almost the same detection area. It is difficult to quickly detect an oncoming vehicle candidate located in a blind spot area.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle driving assistance system capable of reliably confirming other vehicles positioned in a blind spot when merging into a lane on the far side of an intersecting road. It is to provide a system.

According to the invention of claim 1, the second vehicle (B) waiting for the first vehicle (A) to merge into the back lane of the intersecting road crosses in front , and the image of the camera is provided. When the first vehicle detects that the first vehicle wishes to turn right, the camera checks the safety of the oncoming lane, and if the safety of the oncoming lane can be confirmed, the transfer intention indicating to give way to the first vehicle. a control unit (6) for transmitting a notification to the first vehicle; and a control unit (6) provided in the first vehicle (A), which, when receiving the transfer intention notification from the second vehicle, considers the processing capacity and communication speed of the own vehicle. and a control unit (6) for determining whether to accept the transfer intention, and transmitting a blind spot information request to the second vehicle when the transfer intention is received. When receiving the blind spot information request from the first vehicle, the control unit of the second vehicle determines whether to accept the request, and transmits a reception preparation request to the first vehicle when accepting the request. The control unit of the first vehicle, upon receiving the reception preparation request from the second vehicle, transmits a photographing information transmission request to the second vehicle. The control unit of the second vehicle, upon receiving an image information transmission request from the first vehicle, starts transmission of image information. The control unit of the first vehicle performs reception processing of photographing information received from the second vehicle, processes the received data as necessary, executes processing of specifying blind spot information, and confirms that a right turn is safe. When it is determined that the vehicle is safe, travel control is performed according to the result of the safety determination. This allows the first vehicle (A) to determine whether it can safely merge into the back lane of the intersecting road.

1 is a functional block diagram showing the configuration of a system according to a first embodiment; FIG. A plan view showing the positional relationship of the vehicle Vehicle perspective view (part 1) Vehicle perspective view (Part 2) Diagram showing the reach of radio waves A diagram showing the relationship between the communication electric field strength and the response signal electric field strength with respect to the scanning angle of radio waves. Flowchart showing operation of own vehicle A Flowchart showing operation of other vehicle B1 Functional block diagram showing the configuration of the system in the second embodiment Flowchart showing operation of own vehicle A Flowchart showing operation of other vehicle B1 Functional block diagram showing the configuration of the system in the third embodiment Flowchart showing operation of other vehicle B1 A flowchart showing the operation of the other vehicle C1

A plurality of embodiments will be described below with reference to the drawings. In several embodiments, functionally or structurally corresponding parts are given the same reference numerals.

(First embodiment)
A first embodiment will be described with reference to FIGS. 1 to 8. FIG. In this first embodiment, an automatically operated vehicle that has stopped to merge from a branch road of a T-junction into a lane on the far side of a main road receives information from the outside to determine whether it can safely merge onto the main road. characterized by obtaining In the following explanation, it is assumed that the vehicle is driven on the left side, but the basic operation is the same even if the vehicle is driven on the right side.

As shown in FIG. 2, it is assumed that a vehicle (equivalent to the first vehicle, hereinafter referred to as own vehicle A) stopped on a branch road of a T-junction turns right into the back lane of the main road and joins the vehicle. . When the front lane of the main road is congested, a vehicle (equivalent to a second vehicle, hereinafter referred to as another vehicle B1) traveling in the front lane toward the vehicle A or the vehicle driving in the rear lane If the inter-vehicle distance to the vehicle traveling toward A (corresponding to the third vehicle, hereinafter referred to as other vehicle C1) is not sufficient, vehicle A safely turns right into the back lane of the main road and merges. difficult to do.

Although the configuration of the vehicle A will be described below, the basic configuration of the vehicle B is the same. It is also assumed that at least the own vehicle A and the other vehicle B1 are self-driving vehicles and are equipped with a driving support system that assists the own vehicle A in turning right.

As shown in FIG. 1, the driving support system includes an external camera (corresponding to an imaging unit, hereinafter referred to as a camera) 1, a travel route determination unit 2, a storage unit 3, a notification unit 4, a communication unit 5, and a control unit 6. consists of

The camera 1 is provided so as to photograph the front of the own vehicle A. The travel route determination unit 2 is composed of a position measurement unit 7 and a road information database 8 . A position measuring unit 7 measures the vehicle traveling position, and a road information database 8 provides traveling route information for automatic driving.

The control unit 6 processes the video data captured by the camera 1 and determines the safety of driving based on the vehicle traveling position obtained from the position measuring unit 7 and the traveling route information provided from the road information database 8. . The vehicle travel position and travel route information may be information for improving travel safety by adding various information to conventional navigation equipment or navigation equipment.

The control unit 6 acquires driving control information from a vehicle control system 9 that controls automatic driving, and improves safety based on the driving speed, acceleration, traveling direction, etc., which are control information for the own vehicle A, and video information. Create data for Data for improving this safety can be transmitted to the outside by the communication unit 5 .

The communication unit 5 performs high-speed inter-vehicle communication of images and information with other vehicles, and inter-road-vehicle communication with a road communication unit provided in the infrastructure. Highly directional electromagnetic waves are used for vehicle-to-vehicle communication and road-to-vehicle communication, and control is performed so that communication is performed only with communication devices located in a specific area.

The control unit 6 of the own vehicle A includes a detection unit 6a, a safety determination unit 6b, a provision unit 6c, a request unit 6d, and a point provision unit 6e realized by executing a program recorded in a non-transitional substantive recording medium. It has a function as On the other hand, the control unit 6 of the other vehicle B1 has the function of an acquisition unit 6f.

Now, in recent years, the manners of drivers have improved, so when another vehicle B1 is slowing down or stopped due to traffic congestion, the driver of the other vehicle B1 should turn to the vehicle A that is stopped on the branch road. There are many things that I want to give away, and similar manners are required for self-driving cars.

However, as shown in FIG. 2, a vehicle (hereinafter referred to as another vehicle B2) stopped in front of the vehicle A due to traffic congestion creates a blind spot behind the other vehicle B2. It becomes difficult to see a vehicle (hereinafter referred to as another vehicle C1) located in a blind spot on the far side lane of the road. In such a case, it is assumed that the other vehicle C1 cannot be detected only by the sensing device mounted on the own vehicle A, so that the safety confirmation cannot be sufficiently performed.

Specifically, as shown in FIG. 3, when viewing the left direction from the own vehicle A, although the other vehicle C2 having a high vehicle height can be confirmed, the vehicle positioned in front of the other vehicle C2 due to the presence of the other vehicle B2 It becomes difficult to confirm the other low vehicle C1 (not shown in FIG. 3). In this case, vehicle A can confirm the safety if it knows where and at what speed the vehicle traveling to the right on the main road is traveling, so it can safely turn right onto the main road and join. can do.

In such a situation, the own vehicle A cannot determine whether it can turn right into the back lane of the main road and remains stopped, which causes traffic congestion for following vehicles. In addition, when the other vehicle B1 is about to give way to the own vehicle A, the kindness of the other vehicle B1 is also violated.

Under these circumstances, in the present embodiment, in order to confirm whether the vehicle A can safely turn right onto the main road, an image of a blind spot from the vehicle A (hereinafter referred to as a blind spot image) is used. ), the presence of the other vehicle C1 located in the blind spot in the rear lane of the trunk road can be reliably confirmed in a short time.

In this case, since the camera 1 of the vehicle A cannot capture the blind spot image from the other vehicle B2, the camera 1 mounted on the other vehicle B1 captures the blind spot image, and the vehicle A receives the blind spot image. , to ensure the safety of own vehicle A.

Therefore, the vehicle A and the other vehicle B1 perform inter-vehicle communication, and the vehicle A receives the blind spot image captured by the camera 1 of the other vehicle B1. To surely grasp the existence of another vehicle C1 that is going to a vehicle. In other words, by providing a blind spot image to the own vehicle A, which wants to turn right, the other vehicle B1, which wants to give way, can more accurately convey its intention to give way than in the past. The other vehicle B1 that provides blind spot images to the own vehicle A is not limited to the vehicle positioned at the front on the right side of the own vehicle A, but includes following vehicles.

As shown in FIG. 4, the camera 1 mounted on the other vehicle B1 takes an image of the other vehicle C1 traveling in the oncoming lane, so that the image can be transmitted as a blind spot image. Further, by using a millimeter-wave radar or LIDAR (Light Detection and Ranging) (not shown) mounted on the other vehicle B1, the position and speed of the other vehicle C1 can also be detected. Such detection information is transmitted from the other vehicle B1 to the vehicle A as blind spot information together with the blind spot image.

The communication unit 5 of the own vehicle A receives the blind spot information from the other vehicle B1 and provides it to the control unit 6 . The control unit 6 grasps the situation of the blind spot based on the blind spot information, and when the safety of the blind spot is confirmed, safe travel control can be performed. The travel control is performed automatically by the vehicle control system 9, but may be manually operated by the driver.

Automatic driving is performed by setting the acceleration and speed according to the position and speed of the other vehicle C1. Ideally, the vehicle should be driven by controlling the speed and acceleration so that the passenger does not feel uneasy. Appropriate travel control is performed according to the conditions of the other vehicles B1 and C1, such as when the other vehicle C1 is slowing down.

In addition, when a camera is not installed as a driving support system for the own vehicle A or the other vehicle B1, when the own vehicle A requests to "give way" using the communication unit 5, the other vehicle B1 Information may be exchanged by the vehicles B1 and C1 responding "I want to give way", and travel control may be performed according to the response. Even with such a simple response, the anxiety of the driver of the vehicle wanting to turn right onto the main road, ``I don't know if he will give way,'' is reduced. If a vehicle that wants to make a right turn understands that the related vehicle wants to give way, it is possible to calmly and safely carry out automatic or manual driving.

Also, response points having a value equivalent to money can be sent as a reward to the other vehicle B1 that has captured the blind spot image. In this case, when the other vehicle B1 voluntarily gives way to the own vehicle A, it is desirable to provide a higher response point than when the other vehicle B1 gives way to the vehicle A upon request.

Hereinafter, the operation of the driving support system described above will be described on the assumption that the vehicle A is automatically driving along a preset driving route. Assuming that the installation rate of driving support systems is low, in the initial stage of vehicle-to-vehicle communication, it is determined in advance whether the vehicle to be communicated is equipped with a driving support system or not, and if so, the vehicle Communicate between vehicles and switch from automatic to manual operation if not installed.

As a specific operation of the driving support system, as shown in FIG. 7, the vehicle A measures its current position (S101) and determines whether the current position is a T-junction that allows a right turn (S102: NO). ). If the T-junction allows a right turn (S102: YES), it is determined whether a right turn is desired (S103). This determination is made based on the travel route information specified at the start of automatic driving.
Next, a right turn request indicating a desire to turn right onto the main road is transmitted to vehicles located around the own vehicle A (S104).

On the other hand, as shown in FIG. 8, the other vehicle B1 determines whether it has received a right turn request (S201: NO), and if it receives a right turn request from its own vehicle A (S201: YES), it responds to the request. (S202).

When there is a response to the request (S105: YES), the own vehicle A determines whether there is a blind spot due to traffic congestion (hereinafter referred to as a congestion blind spot) (S106). That is, when the vehicle recognized by the own vehicle A by photographing and the vehicle responding to the right turn request do not match, it is determined that there is a congestion blind spot. When judging whether or not there is a congestion blind spot based on the mismatch between the two in this way, the reach of the radio wave that transmits the right turn request is important. This is because Japan drives on the left side, so the distance from the front of the vehicle A to the vehicle positioned to the right is small, and the distance from the front to the vehicle positioned to the left is large. Therefore, considering the distance to the vehicle, the reachable distance of the radio wave for transmitting the right turn request is made to have angular dependence.

That is, as shown in FIG. 5, the communication unit 5 is configured to be able to scan a narrow-band radio wave with a narrow transmission area in the horizontal direction. The radio wave scanning angle can be scanned in the range of 0 to θ1+θ2, where 0 is the right direction of the vehicle A, θ1 is the front direction, and θ1+θ2 is the front left direction, and the communication strength is changed according to the scanning angle. Specifically, as shown in FIG. 6, the communication field strength is increased as the scanning angle increases from 0, .theta.1, .theta.1+.theta.2, and the transmission area increases in accordance with the scanning angle. In this case, the electric field strength of the response signal decreases as the distance to the responding vehicle increases.

As described above, a vehicle located in the transmission area of the right turn request immediately returns a request response indicating that the right turn request has been received by adding the ID of the vehicle. Since the request response includes the ID of the responding vehicle, the responding vehicle can be identified.

When the vehicle A receives the request response when the scan angle is smaller than θ1, it can be identified that the vehicle is positioned in front of the vehicle A on the right. Further, when the response signal is received in the case of the scanning angle larger than θ1, it can be specified that the vehicle is positioned on the left side of the own vehicle A. As a result, the own vehicle A can specify the rough positions of the vehicles located around the own vehicle A based on the reception timing of the request response.

On the other hand, the vehicle A identifies the position of the vehicle located in the vicinity of the vehicle A from the image captured by the camera 1, so the vehicle position obtained from the vehicle image and the reception timing of the response signal By matching with , it is possible to determine whether there is a traffic congestion blind spot. In other words, if the correspondence relationships of all vehicles match, it is determined that the host vehicle A has recognized all the vehicles in the vicinity (S106: NO), so the processing is terminated assuming that there is no congestion blind spot.

However, when the main road is congested as shown in FIG. 2, the other vehicle B2 may become an obstacle to communication, and the right turn request may not reach the other vehicle C1 traveling to the right on the far side lane of the main road. be. In such a case, although the other vehicle C1 does not exist in the image of the camera 1 of the own vehicle A, the other vehicle C1 exists in the blind spot image.

Therefore, if the correspondence relationships of all the vehicles do not match, it can be determined that the own vehicle A cannot recognize all of the surrounding vehicles and that there is a congestion blind spot (S106: YES). Send (S107).

Here, since it is desirable for the other vehicle B1 to accept the blind spot information request when it receives it, a response point is added when the blind spot information request is transmitted. This response point may be a credit card or something that can be used instead of money at a shop affiliated with this system, or something that is publicly disclosed as a degree of contribution to the improvement of traffic safety.

When the other vehicle B1 receives the blind spot information request (S203: YES), it checks the response point (S204) and determines whether to accept the request (S205). That is, it determines whether or not to accept the request in consideration of the processing capability and communication speed of the other vehicle B1, and if it can accept the request, it selects the response process (S206) and indicates that information can be transmitted to the own vehicle A. A confirmation request is sent (S207). As a result, the host vehicle A can be requested to prepare for reception.

When the vehicle A receives the confirmation request (S108: YES), it confirms from which responding vehicle the request was received (S109), and transmits the photographing information transmission request to that vehicle (S110).

When the other vehicle B1 receives the photographing information transmission request from its own vehicle A (S208: YES), the other vehicle B1 starts transmitting the photographing information (S209), and then determines whether it has received a transmission completion request (S210: NO).

The own vehicle A performs reception processing of the photographing information received from the other vehicle B1 (S111), processes the received data as necessary (S112), executes processing for specifying blind spot information (S113), It is determined whether it is safe to turn right (S114). If it is determined that the vehicle is safe (S114: YES), a transmission completion request is transmitted to the other vehicle B1 (S115).
When receiving the transmission completion request (S210: YES), the other vehicle B1 stops transmission of the photographing information (S211), and responds to stop transmission (S212).

When there is a transmission stop response (S116: YES), own vehicle A transmits a response point (S117), and then performs travel control according to the result of safety judgment (S118). When it is determined that a sudden acceleration or the like is necessary in the running control determination, the stopped state is continued and the control shown in FIG. 7 is re-executed. Alternatively, the request for the blind spot information is resent to another vehicle B1 that is likely to give way next time.
When the other vehicle B1 receives the response point (S213: YES), it stores the response point (S214).

The operations of FIGS. 7 and 8 are based on the premise that the other vehicle B1 is willing to give way to the lane in which the other vehicle B1 is slowing down or stopped on the right front of the own vehicle A, and that the other vehicle B1 is in a position where blind spot information can be transmitted. When the other vehicle B1 passes ahead of the own vehicle A following the vehicle ahead of the other vehicle B1, the own vehicle A may continue to receive the photographing information of the other vehicle B1.

According to such an embodiment, the following effects can be obtained.
When own vehicle A sends a request to turn right, other vehicle B1 that responds to the request by slowing down or stopping provides blind spot information at the timing of giving way. can confirm the situation of the blind spot based on the blind spot information, so it is possible to safely turn right into the back lane of the main road.

Since other vehicle B1 is given response points by providing safety information to own vehicle A, the safety behavior of vehicles giving way to other vehicles becomes active, and accidents such as right and left turn accidents and collision accidents occur. can be reduced.

(Second embodiment)
A second embodiment will be described with reference to FIGS. 9 to 11. FIG. This second embodiment is characterized in that the vehicle-to-vehicle communication starts with the other vehicle B1 as a starting point.

As shown in FIG. 9, the control unit 6 of the own vehicle A has a function as a request unit 6d, and the control unit 6 of the other vehicle B1 includes a detection unit 6a, an acquisition unit 6f, a safety determination unit 6b, a provision unit 6c, and a notification unit. It has the function of 6g.

As shown in FIG. 11, the other vehicle B1 judges from the image of the camera 1 whether or not to detect the own vehicle A requesting a right turn (S401: NO). Whether or not the vehicle A wishes to turn right is determined, for example, by the blinking of the right winker, but it is also possible to receive the intention of the vehicle A to turn right. When the vehicle A desiring to turn right is detected (S401: YES), the camera 1 checks whether the oncoming lane is safe (S402). If the safety of the oncoming lane can be confirmed (S402: YES), a transfer intention notification indicating that the vehicle A will give way is transmitted (S403).

As shown in FIG. 10, own vehicle A determines whether to receive a transfer intention notification from other vehicle B1 (S301: NO). It is determined whether to accept the transfer intention in consideration of the processing capacity and communication speed of the client (S302). If the transfer intention is received (S302: YES), a blind spot information request is transmitted (S303). A response point is added to this blind spot information request.

When the other vehicle B1 receives the blind spot information request from its own vehicle A (S404: YES), it checks the response point (S405) and determines whether to accept the request (S406). When accepting (S406: YES), response processing is selected (S407), and a reception preparation request is transmitted (S408).
When the host vehicle A receives the reception preparation request (S304: YES), the host vehicle A executes photographing information reception processing. Since the subsequent operation is the same as that of the first embodiment, the explanation is omitted.

According to this embodiment, since the vehicle A wanting to give way and the other vehicle B1 wanting to give way communicate with each other starting from the other vehicle B1, the other vehicle B1 wants to give way. It becomes possible to give priority to the intention.

(Third embodiment)
A third embodiment will be described with reference to FIGS. 12 to 14. FIG. This third embodiment is characterized in that, when the other vehicle C1 does not have sensing equipment for detecting the own vehicle A, information is provided from the other vehicle B1 equipped with the sensing equipment. In this third embodiment, the other vehicle C1 is assumed to be an automatic driving vehicle.

In the situation shown in FIG. 2, it is difficult for the other vehicle C1, which is traveling to the right in the back lane of the main road, to recognize the own vehicle A because the other vehicle B2 is positioned in the direction of the own vehicle A. . Therefore, even if the other vehicle C1 is aware of the existence of the T-junction and intends to decelerate and give way if there is a vehicle wishing to turn right, the other vehicle B2 is in a blind spot and misses the opportunity to give way. is assumed. In such a case, if the own vehicle A can confirm that the other vehicle C1 also decelerates to give way, the own vehicle A can make a right turn onto the main road more safely and with a margin.

As shown in FIG. 12, the control unit 6 of the own vehicle A functions as a request unit 6d, and the control unit 6 of the other vehicle B1 includes a detection unit 6a, an acquisition unit 6f, a safety determination unit 6b, a provision unit 6c, and a notification unit. 6g and a confirmation unit 6h, and the control unit 6 of the other vehicle C1 functions as a deceleration unit 6i.

As shown in FIG. 13, the other vehicle B1 operates in the same manner as in the second embodiment, but when the response process is selected (S507), it transmits a deceleration intention notification to the other vehicle C1 (S509).
As shown in FIG. 14, when the other vehicle C1 receives the deceleration intention notification (S601: YES), it determines whether to decelerate (S602). That is, it is determined whether to decelerate in consideration of the processing capacity and communication speed of the other vehicle C1, and if decelerating (S602: YES), deceleration control is performed on the vehicle control system 9 (S603). In this case, there is a possibility that the radio waves from the other vehicle C1 will not reach the own vehicle A due to the presence of the other vehicle B2.

The own vehicle A performs a process of receiving the willingness to yield to the other vehicle B1 and the other vehicle C1 and the photographing information. As a result, information on how to make a right turn is transmitted to the other vehicles B1 and C1, and at the same time, points are added to the other vehicle B1 and transmitted to the other vehicle C1.

If the other vehicle C1 receives points (S604: YES), it records the points (S606).
After confirming the intention of the own vehicle A to drive, the other vehicles B1 and C1 decelerate or stop to give way and confirm that they have made a right turn (S606: YES), and the process ends.

According to this embodiment, by communicating with the other vehicle C1, it is possible to confirm the intentions of the vehicle A wanting to give way and the other vehicles B1 and C1 wanting to give way. It is possible to safely turn right by confirming the intentions of all vehicles involved in the case where own vehicle A turns right onto a main road.

(Other embodiments)
For a vehicle that wants to make a right turn quickly, the response point may be set high to get the vehicle to give way. For example, traffic accidents often occur due to carelessness when the driver is in a hurry, but the response point can be expected to have the effect of ensuring safety with the cooperation of surrounding vehicles.

A standard response point value is determined in advance, but the setting of the response point may be changed at will by the vehicle user. For example, the setting of the response point can be changed to a larger value when in a hurry. Also, the degree of gratitude of the user may be automatically changed by emotion sensing based on facial expression or brain activity.

In each of the above-described embodiments, information is exchanged through vehicle-to-vehicle communication regarding the intention of each vehicle to give way and the desire to give way. or which vehicle wants to give way, and may be transmitted to each vehicle around the roadside device. Even in this case, the system recognizes the vehicle in the blind spot and provides information for safely giving way to each other.

Other detection devices mounted on the other vehicle B1, for example, a camera fixed on the road, a flying device called a helicopter or a so-called drone, a camera mounted on an airborne moving body such as a balloon, etc. The safety of own vehicle A may be reliably confirmed. When receiving from a detection device or the like, it is received through road-to-vehicle communication or a mobile phone communication network. In this case, it provides a response point for the administrator of the sensing device.

In each of the above embodiments, the case of traveling from a branch road of a T-junction to a trunk road has been described, but it may also be applied to the case of traveling from a convenience store to the back lane of a trunk road, for example.

A virtual signal may be projected onto the front window of the host vehicle A, and the virtual signal may be red if the vehicle cannot turn right, and blue if the vehicle can turn right. Alternatively, a virtual curved mirror may be projected, and the received image may be projected onto the virtual curved mirror.

Although the present disclosure has been described with reference to embodiments, it is understood that the present disclosure is not limited to such embodiments or structures. The present disclosure also includes various modifications and modifications within the equivalent range. In addition, various combinations and configurations, as well as other combinations and configurations, including single elements, more, or less, are within the scope and spirit of this disclosure.

In the drawings, 1 is a camera (photographing unit), 5 is a communication unit, 6a is a detection unit, 6b is a safety judgment unit, 6c is a provision unit, 6d is a provision unit, 6e is a point provision unit, 6f is an acquisition unit, 6g is 6h is a confirmation unit; 6i is a deceleration unit; A is the host vehicle (first vehicle); B1 is another vehicle (second vehicle); and C1 is a vehicle (third vehicle).

Claims (2)

The second vehicle (B) waiting for the first vehicle (A) to merge into the back lane of the intersecting road crosses in front, and the first vehicle wishes to turn right according to the image of the camera. When it is detected that the vehicle is moving, the camera checks the safety of the oncoming lane, and when the safety of the oncoming lane can be confirmed, a transfer intention notification indicating that the vehicle will give way to the first vehicle is transmitted to the first vehicle. a control unit (6);
Provided in the first vehicle (A), when receiving the transfer intention notification from the second vehicle, it determines whether to accept the transfer intention in consideration of the processing capability and communication speed of its own vehicle, and receives the transfer intention. a control unit (6) that transmits a blind spot information request to the second vehicle in the case of
When receiving a blind spot information request from the first vehicle, the control unit of the second vehicle determines whether to accept the request, and if the request is accepted, transmits a reception preparation request to the first vehicle;
When receiving a reception preparation request from the second vehicle, the control unit of the first vehicle transmits a photographing information transmission request to the second vehicle,
When the control unit of the second vehicle receives a request for transmission of image information from the first vehicle, it starts transmission of image information,
The control unit of the first vehicle performs reception processing of photographing information received from the second vehicle, processes the received data as necessary, executes processing of specifying blind spot information, and confirms that a right turn is safe. A driving support system for vehicles that controls driving according to the result of safety judgment when it is judged that it is safe . The control unit of the first vehicle performs reception processing of photographing information received from the second vehicle, processes the received data as necessary, executes processing of specifying blind spot information, and confirms that a right turn is safe. When it is determined that a transmission completion request is transmitted to the second vehicle,
When receiving a transmission completion request from the first vehicle, the control unit of the second vehicle stops transmission of the photographing information and transmits a transmission stop to the first vehicle,
When receiving the transmission stop from the second vehicle, the control unit of the first vehicle transmits a response point, and then performs travel control according to the result of safety judgment,
2. The driving support system for a vehicle according to claim 1, wherein when said control unit of said second vehicle receives said response point from said first vehicle, said response point is stored.

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